Dyno Testing

GHott's TRX450R Dyno Testing & Tuning Section

Dyno Session #1 - November 19, 2006
(Click picture for all graphs)	This was the first dyno session ever with the Punishe"R" at WPP Racing. Modifications at the time were: 13:1 piston, stage 2 cam, intake/filter, and full exhaust. We also did a dyno comparison between the HMF Sport Series and DASA full exhausts. For all the information and graphs, click the dyno graph on the left. The clutch was slipping during the runs so I scheduled another session for December of 2006. See "Dyno Session #2" below for the results of a new clutch on my 450R.

Dyno Session #1 - November 19, 2006

(Click picture for all graphs)

This was the first dyno session ever with the Punishe"R" at WPP Racing. Modifications at the time were: 13:1 piston, stage 2 cam, intake/filter, and full exhaust. We also did a dyno comparison between the HMF Sport Series and DASA full exhausts. For all the information and graphs, click the dyno graph on the left. The clutch was slipping during the runs so I scheduled another session for December of 2006. See "Dyno Session #2" below for the results of a new clutch on my 450R.

Dyno Session #2 - December 10, 2006

(Click picture for all graphs)
I scheduled this dyno session in December of 2006 since my clutch was slipping on my first visit in November of 2006. The graphs show the difference between an old worn clutch and a brand new clutch. There are also some graphs comparing a main jet change. Modifications at this time were: 13:1 piston, stage 2 cam, intake/filter full exhaust, and a brand new clutch and springs. Click the dyno graph on the left for all the information and graphs.

Dyno Session #2 - December 10, 2006
(Click picture for all graphs)	I scheduled this dyno session in December of 2006 since my clutch was slipping on my first visit in November of 2006. The graphs show the difference between an old worn clutch and a brand new clutch. There are also some graphs comparing a main jet change. Modifications at this time were: 13:1 piston, stage 2 cam, intake/filter full exhaust, and a brand new clutch and springs. Click the dyno graph on the left for all the information and graphs.

Dyno Session #3 - January 12, 2008

(Click picture for all graphs)
My third trip to the dyno was in January of 2008 after some major modifications were completed on my 450R. Mods at the time were: 14:1 piston, WPP/Wicked Rec porting, stage 3 cam, FCI, full exhaust, and a new clutch. The bike pulled very strong down low and made good low end torque, however; there was a very pronounced dip at the upper end of the RPM range. Jetting would not cure the dip. After months and months of testing and troubleshooting, Wicked Motors found a piece of plastic from the timing chain tensioner in the crank case lodged in the relief valve holding it open causing the oil to bypass the oil cooler and dump it directly back into the crank case. This caused the major loss in power in the top end. Click the dyno graph on the left for all the information and graphs.

Dyno Session #3 - January 12, 2008
(Click picture for all graphs)	My third trip to the dyno was in January of 2008 after some major modifications were completed on my 450R. Mods at the time were: 14:1 piston, WPP/Wicked Rec porting, stage 3 cam, FCI, full exhaust, and a new clutch. The bike pulled very strong down low and made good low end torque, however; there was a very pronounced dip at the upper end of the RPM range. Jetting would not cure the dip. After months and months of testing and troubleshooting, Wicked Motors found a piece of plastic from the timing chain tensioner in the crank case lodged in the relief valve holding it open causing the oil to bypass the oil cooler and dump it directly back into the crank case. This caused the major loss in power in the top end. Click the dyno graph on the left for all the information and graphs.

Dyno Session #4 - August 24, 2008

(Click picture for all graphs)
After the disappointing dyno runs in January of 2008 and then finding the cause of the problem in summer of 2008; I decided to head back to the dyno once again to see what my 450R would do. This time it was a stingy dyno located in Washington, PA at Steel City Harley Davidson. Modifications this time were: 15.5:1 comp, WPP/Wicked +1 race port, stage 3 cam, FCI, and a full exhaust. Six different ATVs were dyno'd that day and graphs from all of them are provided by clicking the dyno graph on the left.

Dyno Evolution - All Graphs Combined

(Click picture for all graphs)
This is a self made (with Microsoft Excel) dyno graph with the runs from each "build" included. The dyno graph includes a stock 450R run, a run from dyno session 2, a modified run from dyno session 3 which is what the curve would have looked like without the crank case pressure problem, and a modified run from dyno session 4 which is what the numbers would have been factoring in the percentage loss between dyno jet models. Complete info and graphs are provided by clicking the dyno graph on the left.

Dyno Session #4 - August 24, 2008
(Click picture for all graphs)	After the disappointing dyno runs in January of 2008 and then finding the cause of the problem in summer of 2008; I decided to head back to the dyno once again to see what my 450R would do. This time it was a stingy dyno located in Washington, PA at Steel City Harley Davidson. Modifications this time were: 15.5:1 comp, WPP/Wicked +1 race port, stage 3 cam, FCI, and a full exhaust. Six different ATVs were dyno'd that day and graphs from all of them are provided by clicking the dyno graph on the left.

Dyno Evolution - All Graphs Combined
(Click picture for all graphs)	This is a self made (with Microsoft Excel) dyno graph with the runs from each "build" included. The dyno graph includes a stock 450R run, a run from dyno session 2, a modified run from dyno session 3 which is what the curve would have looked like without the crank case pressure problem, and a modified run from dyno session 4 which is what the numbers would have been factoring in the percentage loss between dyno jet models. Complete info and graphs are provided by clicking the dyno graph on the left.

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